Car-fender.



No. 70|,945. Patented June I0, 1902.

E. A. SAMPLE.

GAR FENDER.`

' (Aplication led Jan. 14, 1902.)

(No Model.) 3 Sheets-$heet I.

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No. 7o|,945.

- E. ASAMPLE.

CAR FENDER. (Application led Jan. 14, 1902.)

3 Sheets-Sheet 2.

(N Model.)

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EZEKIEL AsAMPLE, on FREDERICKTOWN, MISSOURI.

S1EGIFIIICTATION' lforming part of Letters Patent o. 701,945, datedJ une 1`0, 1 902.

lCar-Fender, of'which the following is a specification. ,Y Y

rlhis invention relates generally to car` fenders, and more particularly to one in which the fender is normally held elevated a short distance above the track and automatically dropped the moment the fender comes in contact with an object.

The object of the invention is to providea simple and efficient construction of fenderl embodying these characteristics; and another object is to provide a fender which can also be operated by the foot of the yrnotorman whenever so desired.

With these and other objects -in view the invention consistsb in the novel features of` construction and combination hereinafter fully described, and pointed out in the claims.

In the drawings forming part of this specification-,Figure l is a vertical longitudinal lsection illustrating my improved construction of fender attached to the forward'end of a streetcar. Fig. 2 is a sectional view of the same. Fig. 3 is a perspective View illustrating the means for throwingithe fender downwardly, such View being 'taken 'froma point to the rear and below the said mechanism. Fig. 4 is a view on the line 4 4 ofFig. l looking in the direction of the arrow. Fig. 5 is a detail view in elevation, illustrating the means for setting and locking the fender-in an elevated position and also thefoot-operated releasing mechanism. Figs.6,-7,' and 8 are detail Views illustrating the slotted sleeve, tubular pushrod, and shank working in said sleeve. Fig. 9 Ais a bottom plan view of one side of the fender. Fig.' 10 isa view illustrating the pivotal connection of the fender. Figs. 11, 12, and 13 are detail viewsillustrating. the detachable connection between the tripper-arms and depending lever.

In constructing a fender in accordance with my invention l employ two downwardly-extending brackets A, which are rigidly attached to theunder side of the front platform of the car, the ends of which are provided with bearings A', in which are jour- =naled trunnionsB ofA the rear member B of the fender-frame, said member B being preferablycon'stru'cted of'wood, toiwhich the side members O are attached,said1side members C andfrontmember C being formed of a sin- `gle piece of tubing, and thiswframe is'strengthcnedA by means offthe longitudinal ,tubing C2, said longitudinal members Vbeing connected to the woodenbeam B at their rear ends and to the front member C at vtheir forward ends.

frame adjacent to its forward end, said stripsl being connected intermediate their ends by means of a cross-strip D2. These strips D are bowed or curved considerably where they pass over and to the rear of the beam B, thereby'providing considerable of a cushion at'that point. Similar strips E are connected at their upper ends to the front dash and at their lower ends to the buffer-beam, said metallic strips being curved or bowed, as at E', and passing between the bowed or curved portions of each pair of strips D, thereby thoroughly protecting the person thrown upon the fender against* contact with any of the rigid parts thereof. The longitudinal members C2 are connected lby means of a crossbar C3, to which the rearwardlyextending barsF are rigidly attached,v said bars F being curved slightly, as shown, and normally rest upon the under sideof 'across-bar G,

carried upon the lower end of a shankH,

roo v yas most clearly indicatedin Figs. 6, 7, and 8.

Coil-springs L are attached to the bottom of the car-platform at their upper ends and are connected to the outer ends of thecrossbar G at their lower ends, the tendency of said springs being to normally elevate the bar G, and the said bar is held in its lowered position by the locking-pin H2 being forced into the transverse portion of the bayonetslot K2.

M'indicates a depending lever pivoted to the under side of the car-platform and having a hook M at its lower end, to which the tripper-arms N are connected, said tripper-arms extending forwardly in diverse directions, passing through the fender-frame beneath the cross-bar D', working in a guide D3, arranged upon the under side of said cross-bar D', said tripper-arms being connected at their forward ends to the front cross-bar N. In Fig. ll I have shown the tripper-arms N connected by means of a bolt N2, which is adapted to engage the hooked end M of the depending lever M. In Fig. l2 the lever is shown provided with perforations M2, which are adapted to be engaged by a bolt N3, carried by a spring-actuated lever N4, arranged upon one of the tripper-arms N, said tripperarms being united by a webbing N5 adjacent to their rear ends. Either construction may be employed; but for the purpose of quick action in the matter of detachment I prefer to employ the construction shown in Figs. 1 and 3. Springs M3, connected to the lever M adjacent to its upper end, normally holds the said lever in avertical position, and when the said lever M is in such position the front cross-bar N is held in its most forward position, at which time it will rest a short distance in advance of the fender-frame and parallel therewith. A twisted arm O is pivotally connected to the lever M at a point a short distance below the spring M3, the rear and flat portion of said arm being connected to a clip-arm O', which arm is pivotally connected or clamped to the outer end of the locking-pin H2, as most clearly shown in Figs. 3 and 5.

A depending crank-lever P is pivoted in brackets P upon the bottom of the platform of the car, the upper end of the lever extending upwardly through a slot produced in said platform, the lower end extending downwardly and adapted to contact with the locking-pin H2 whenever the upper end is pressed forwardly, as indicated in Figs. 1 and 5, said lever being normally held in an upright position by means of a spring P2, attached to the said lever at a point below its pivot or opposite end, said spring being connected to the bottom of the car-platform.

Q indicates a cord attached to the cross-bar connecting the tripping-arms and by means of which the tripping-arms can be quickly and easily disengaged from the hooked end of the depending lever M whenever it is desired to fold the fender up against the dashboard of the car, said cord being provided with a ring Q, which engages a hook Q2, ar-

ranged upon the rear side of the crossbeam B. i

In operation the various parts are arranged as shown in Fig. l, andthe fender is therefore elevated ashort distance above the track. The moment Ithe cross-bar N comes in contact with an object the tripping-arms N are forced rearwardly, operating upon the depending lever M, which is also swung rearwardly, and this action of the lever M is transmitted to the locking-pin H2 through the medium of the arms O and O', thereby throwing said locking-pin out of the transverse portion of the bayonet-slot, and the moment the said locking-pin has been forced from such transverse portion the springs L, acting upon the cross-bar G,force said bar upwardly, thereby relieving the arms F of pressure, and the moment pressure is removed from said arms they will move upwardly,permitting the fender to drop by its own weight and rest upon the track, so that the object struck will be thrown upon the fender and not permitted to pass under the same. In case the motorman desires to operate the fender it is only necessary for him to force the foot-lever forwardly, thereby forcing the lower end of said lever rearwardly until it contacts with the locking-pin H2 and disengaging it from the bayonet-slot in lthe same manner as hereto fore described. In order to reset the fender, it is only necessary to push down upon the tubular push-rod I and all of the parts will immediately resume their normal positions, inasmuch as the spring M3 will draw the lever M forwardly, and this forward movement of the lever M will project the tripping-arms N forwardly and also draw the locking-pin H2 into the transverse portion of the bayonetslot K2. der up` against the dashboard, the tripperarms are disconnected from the lower end of the lever N and the fender-frame turned upon its rear member as an axis, and the longitudinal metallic strips of the fender and the buffer-strips upon the dashboard alternating with each other permit the fender to be folded close against the said dashboard.

Having thus fully described my invention, what I claim as new, and desire to secure b Letters Patent, is-

l. A car-fender comprising a fender-frame provided with rearwardly-extending arms, a cross-bar adapted to bear upon the rear ends of said arms, a longitudinal movable tripper carried by the fender-frame, a lever to which the rear end ot' the tripper is pivotally connected, means for normally holding the crossbar upon the rearwardly-projecting arms of the fender, and means for releasing the same, substantially as described.

2. In a car-fender the combination with the fender-frame having the rearwardly-projecting arms, of the slotted sleeve carryinga plunger, the spring-actuated cross-bar, the longitudinal movable tripper, the lever to which When it is desired to fold the fen-y IOC IZO

the said tripper is attached and means connected with the said lever for releasing the" cross-bar, substantially as described.

3. In acar-fender, thetcombination with a fender -frame having rearwardlyextending arms, of the sleeve having bayonet-slot therein, the plunger Working in the sleeve through the upper end, the cross-bar having a shank working in the sleeve from 'the lower end', lalinger working in the slot of the sleeve, a lon# gitudinal movable tripper carried by the fender, a lever to which the rear end of the tripper is attached, said linger being pivotally connected to the said lever, substantially as described.

4. In a car-fender, the combination with the n slotted sleeve, of the plunger working therein from the upper end, the cross-bar having a shank working therein from `the lowerend,

springs connected to the cross-bar, the rear-` wardly-extendin g fender-arms upon which the cross-bar bears, the dependinglever pivotall'yn connected at its lower end to'a tripper, a linthe lower end, a guide-finger attached to said shank and movable in the straight slot, alocking-pin movable uponthe shank and adapted v to engage the bayonet-slot of the sleeve, a longitudinally movable tripper carried by the fender, a lever to which the'rear end of theL tripper is attached, said locking-pin being pivotally connected tothe'said lever, substantially as described. v

6. In a car-fender, the combination with the sleeve having straight and bayonet slots,` of

the plunger or push-rod 'Workin g therein from y the upper end, the cross-bar having a shank working therein fromr the lower end, said shank and push-rod being connected, a guidepinrigidly connected tothe shank and working in the straight slot of the sleeve, a locking-pin movable vertically with the shank and transversely thereon, said lockingy-pinw'o'rking in the bayonet-slot of the' sleeve, lsprings connected to the cross-bar, the rearwardly@ extending fender-armsupon' which the crossbar bears, the depending leverpivotally connected to the locking-pin, the forwardly-projecting tripper-arms connected at theirv rear ends to the lower end of the depending lever, said tripper-arms carrying the front cross-bar, and the foot-le ver pivoted between the sleeve and the depending lever, the lower end thereof being adapted to contact with thelocking-pin, substantially as set forth.

EZEKJEL A. SAMPLE.

Witnesses A FRANK SONDERMAN,

B. OOONNOR.

lis 

